Gear-shifting mechanism.



R. HUFF.

GEAR SHIFTING MECHANISM.

APPLICATION FILED ocT 22. 19M.

E. ,29373 Patented Feb. 11, 1919.

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R. HUFF.

GEAR SHIFUNG MECHANISM.

APPLICATION FILED OCT. 22. 1914. www3.,

Patented Feb. 11, 1919.

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GEAR SHIFTING IVIECHANISM.

APPLICATION FILED ocT. 22. 1914.

Patented Feb. 11, 191%.

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,RUSSELL HUFF, 0F DETROIT, MICHIGAN, ASSIGNORBY MESN ASSIGNMENTS, TO

.Specification of Letters Patent.

`I- MOTOR GAB COMPANY, 0F DETROIT, MICHIGAN, A CORPORATION F SHIFTING Mursia.

Patented Feb. 11, 1919..

Original application led May 8v, 1909, Serial No. 494,455. Divided and this application led October 22,

v 1914. Serial No. 868,062.

Be it known that I, RUSSELL HUFF, a citizen of the United States, and resident of Detroit, Wayne county, State of Michigan, have invented certain new and useful Improvements in Gear-Shifting Mechanism, of which the following is a specification.

This application is a division of co-pending application Serial No. 494,455, filed May .6, 1909, and relates to gear-shifting mechanism, 'and in particular to gear-shifting mechanism of the type in which by the operation of a single lever the gears may be shifted to obtain three forward speeds and a reverse.

The objectsf this invention are to improve the construction of the operating mechanism, to prevent movement of the operating lever to reversing position except when desired, and toimprove the construction'in general.

The hand-lever is connected to a shaft which is mounted in bearing lugs in the -located outside of the hand-lever guide. By

so mounting and constructing the hand and brake lever guides the hand-lever when moved to reversing lposition is moved away from the brake-lever and thus all interference between the two levers is prevented. In, order to bring about such a construction the reverse gear must be connected to the hand-lever through a bell crank lever.'

I. ln the construction of a hand-lever guide of the above type in which the hand-lever moves into a recess in the guide when moved` to reversing position, there is danger that it may be moved into the recess when not desired. Therefore this invention provides means for normally preventing transverse movement 0f the hand-lever into the recess to reversing position. rlhis means consists of a bridging device connected to the handlever which is adapted to bridge the recess,

and a button is provided on the hand-lever by the depression of which it may be thrown vout of voperative position and allow transverse movement of the lever.

In the drawings: Figure 1 is a plan view of the vehicle frame showing the change speed and re- Fig. 4 is a Idetail plan view of the bellcrank lever connection between the handlever and the reversing gear.

Fig. 5 is a section through the hand-lever and the guide;

Fig. 6 is a side elevation of the hand-.lever vshowing the bridging device; and

Fig. 7 is an elevation of the other side of the lever showing the guide also.

Referring to the drawings, A designates the frame ot the vehicle, B the axle and ditferential casing, and C the gear casing.

The main driving shaft 10 extends from the motor into the gear casing. A countershaft 11 has rigidly connected to it gears 12, 13 and 14. Upon a shaft 15 is mounted a gear 16 which meshes with gear llt. A sliding sleeve provided with gears 18, 19 is splined* on the driving shaft 10 and is adapted to coperate with gears 12, 13 and 16 to obtain the three speeds forward. Upon the shaft 15 is mounted a bevel pinion 20 which meshes with a bevel gear 21 on the diderential housing.l A wide gear 22 mounted upon a rock-shaft in the usual way is constructed to be thrown into mesh with gears 12 and 19 when in the position shown in Fig. 1 to obtain the reverse movement. Gear 22 is constructed to be thrown to operative and inoperative position by means of an arm'24 connected to a link 25. r1 he sliding gears 18, 19 are operated by means of a fork connected to a link 23 which is attached to kan arm 27 on the hollow shaft 26. The construction described so far is well-known.

The shaft 26 extends across the vehicle frame and is mounted in a bearing on the left side of the frame and extends through a bearing sleeve or lug 28 upon a bracket 29 which is secured to the vehicle frame. A sleeve 30 is rigidly-connected to the shaft26, which as shown is hollow, and. upon this sleeve is pivoted at 31 the hand-lever 32. (Integral with or otherwise secured t0 the' bracket`29.

is a vside member 33, and spaced therefrom the side member 34, the members 33 and 34 forming the sector or guide for the handlever 32. A spaced member 35 isl also secured to the bracket 29 and" forms a guide .v

for the brake-lever 36, which is mounted upon a stud 37 having its shank brazed inthe hollow shaft 26. A' nut 38 on the stud secures the brake-lever in place. The sidel member of the frame A is pivotally mounted a bell-crank lever 41having one of its arms 42 pivotally connected to the link 25. The other arm 43 has pivotally mounted upon it 'a link member 44 provided with a slideway 45. A slide 46 in the form' of an arc is' attached to an extension 47 of the' hand' lever- 32. This slide coperates with and slides within the slideway 45, as shown in Figs.2and3. J

In order to shift the gears for different speeds forward, 'the hand lever is moved back and forth between the guide members 33 and 34. The handflever being secured to the sleeve 30 by means of the plvot pin 31, which sleeve is rigidily connected 4to the shaft 26, transmits this back and forth movement to the shaft and through the arm 27 thereon to the link'23 andgears 18 and 19. During this movement the slide 46 lwill slide in its slideway-45 and no motion will be transmit.- ted to the bell-crank lever 41. ln order to throw into operation'the reverse gear 22 the hand-lever 32 is moved opposite the recess 39 and moved inwardly away from the brakelever. rlhe hand-lever in this movement swings about pin 31 and through .bell-crank lever-'41 and link 2-5, and moves the reverse gear 22 into operative position. It will be "seen that duringthis movement the sleeve 30 remains stationary and therefore no movement is transmitted to the shaft 26.

The position of tbe lever in the guide be- .fore it moves into the recess 39, that is when it is in the position shown in Fig. 3, corresponds to the neutral position.

In the construction so far described there is danger that the hand-lever 32 will be moved' into the' recess 39 when not desired.

. construction shown and described.

ment.

lever and'is .provided with a sliding mem-j' ber 53 upon the lower 'end of Awhich is mounted a ybridge54 which as shown in Fig. 7 is of sllllicient4 width to bridgethe recess 39. A.. retaining plate 55, attached to the handlever, permits `the removal ofthe sliding member `53 and its bridge and also forms a stop member forv a shoulder on the. bridge 54. A :spring v56 located withinthe hollow handle normally retains the shoulder and plate in contact and the parts -in the position shown inv Fig. 5. mounted on the end of the rod 52 and so 'constructed that :by the depression ofthe button the bridge 54 is-moved below the lugs 51, allowing inward movement of the handlever into the recess 39 'to reverse the vehicle.

It will therefore be seen' that when the bridge is in operative position to bridge the lugs 51 as .shown in Figs. 5`and 7, the

hand-lever 32 maybe moved back and forth along its guide, all danger of inadvertent movement into the recess 39 and to reversmg position being avoided, but by a depression of bar 52 by preure of the thulnb on the button 57 the bridge can readily be thrown out of operativeposition and the lever to reversing position. When the lever is in reversing position, the spring 56 will yieldingly hold the bridge or latch 54 in en.-

, gagement with the lower l`faces of the lugs 51. If now the lever is moved to neutral position, the bridge or latch 'will automatically snap over the lugs and lock the lever against reversing. Y

`Although the lbridging device is-shownin the form of an elongated lug mounted upon the hand-lever, it will be evident that it is not absolutely necessary that 'this bridging device be mounted upon the hand-lever, nor' need it have the specific construction shown, and it is understood therefore that thls invention is not to be limited to the specific Having thus ,described my invention, what l claim and desire to secure by Letters Patent is v 1. In transmission gearing for motor vehicles, the combination with change speed and reverse mechanisms, ofa .hand-lever for operating said mechanisms, means for-'pivoting said lever to swing backward and forward and inward, an arm on saidlever extendingA beyond said pivot and operatively A button 57 is' los connected to said reverse mechanism, and Y means connecting said lever to said change speed mechanism, said connections -to said lever being constructed to permit said lever to operate the change speed mechanism by a forward and backward movement and lsaid reverse 2.V In transmission gearing for motor vehicles, the combination with change speed mechanism by an inward side moveand reverse mechanisms, of a transverse rock shaft connected with said ,change speed mechanism, a hand-lever on said shaft and adapted to operate the same by a backward and forward movement, means permitting transverse movement of said lever without moving said rock shaft, and means connecting said lever With Said reverseme'cha- |wism, said parts being constructed to pernit said lever to operate the change speed mechanism by a forward and backward movement and said reverse mechanism by a transverse movement. l

3. In transmission gearing for motor vehicles, the combination with change speed and reverse mechanisms, of ya transverse rock shaft connected with said change speed mechanism, a hand-lever pivoted on said rock shaft to swing inward and adapted to operate said rock shaft by a 'backward and forward movement, and an arm on said lever connected with the reverse mechanism, said connections to said lever being constructed to permit said lever to operate the change speed mechanismby a forward and backward movement and said reverse mechanism by a transverse movement.

4. In transmission gearing, the combination with reverse mechanism, of a handlever, a bell-crank lever having one of its arms connected to the reverse mechanism, and a connection between the other arm and the handlever comprising a link pivotally connected with the arm and slidingly connected with the hand-lever.

5. In transmission gearing, the combination ywith reverse mechanism, of a handlever, a support for supporting the handlever for pivotal movement thereon in two directions at right angles, a bell-crank lever pivotally supported by said support and having one of its arms connected to the reverse mechanism, and a connection between the other arm and the hand-lever comprising a link pivotally connected with the arm, and aslideway on the link coperating with a slide on the hand-lever.

In testimony wherof I affix my signature in the prese-nce of tvvo witnesses.

RUSSELL HUFF.

Witnesses LE ROI J. WILLIAMS, CLAIR J. Corn. 

